Diesel motor



H. H. BLACHE.

DIESEL MOTOR.

APPLICATION FILED SEPT. 18, 1919.

'1 330, 67 6 f Patented Feb. 10, 1920.

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A d no" //en7-1 k Zjawia HANS HENRIK BLACHE, OF HELLERUP, NEAR COPENHAGEN, DENMARK.

DIESEL Moron.

Specification of Letters Patent.

Patented Feb. 10, 1920.

Application filed September 18, 1919. Serial No. 324,680..

To all whom it may concern:

Be it known that I, HANS HENRIK BLAonE, citizen of the Kingdom of Denmark, residing at 32 Sofievej, Hellerup, near Copenhagen, Denmark. have invented certain new and useful Diesel Motors, of which the following is a specification.

In the larger Diesel motors usually an under two different pressures is usually employed, viz. air under a pressure of atmospheres for blowing the fuel 1n during the WOl'klILg of the engine and a1r under a pressure of 20 atmospheres for starting the same. The high pressure of about 60 atmospheres is produced normally by means of an air pump with two, three or more stages arranged immediately on the motor from which pump the atmospheric air compressed to 60 atmospheres is led to an air bottle from which it is led to the fuel valves of the engine. The starting air is usually compressed by a special compressor running independently ofthe engine, and the air compressed to about 20 atmospheres is stored in one or more containers from which pipes lead to the starting valves of the engine.

According to the present invention the pumps are connected with each other by means of a tube, so that the output of the air pump of the engine is augmented by the output of the starting air pump. This is, at times, of great importance as especially by slow running the motor uses great quantities of air and may also by heavy loads need more air than its air pump is able to supply without the aid of the starting pump. Furthermore when the pumps are connected as stated above it will be possible to take the blowing air from the air bottles of the engine for use in other Diesel motors if the main air pumpsof the latter are out of order.

The drawing represents a constructional form of the invention. I

Fi ure 1 shows schematically a Diesel motor the air pumps of whichare connected with each other.

Fig. 2 shows a detailj;- of the air pumpcompressing the air forthe working of the en me.

s shown in Fig. 1, a is the Diesel motor represented here as an engine with six cylinders b, and c is the air pump driven by the Diesel motor and hereafter designated the main air pump, which pump forces air through the tube at to the air bottle or air bottles 6 from which the air is distributed through the tube 7 to the cylinders. g is the compressor not driven from the motor in which starting air is compressed to about 20 atmospheres. The compressor 9 is hereafter designated the starting pump and this pump is connected through the tube liwith the starting air receiver 21 from which the air is led through the tube m to the starting valves of the cylinders. v

The main air pump 0 which has to compress the air to about 60 atmospheres is usually constructed as a pump with two, three or more stages. The high pressure cylinder of the same is built with so great volume that it corresponds to the combined output of both the highest but one stage of compression of the main pump and the starting pump g, z'. c. the high pressure cylinder of the main pump corresponds to the volume sucked in by these pumps into their cylinders compressed to the pressure with which the high pressure cylinder of the main air pump 0 takes the air from the preceding stage of compression. The volume of the high pressure cylinder of the main air pump 0 means here the volume of the cylinder as the high pressure volume is made adjustable according to the invention, so that the output of the pump 0 may be reduced so as to correspond only to the air volume sucked in by the main air pump into its low pressure cylinder.

The high pressure volume of the main air pump may be varied in various ways e. g. as shown in Fig. 2 where A designates the high pressure cylinder, 13 the piston C the suction valve and D a container communicating with the high pressure cylinder of the pump through a tube provided with a closing valve F. G is the suction tube of the high pressure cylinder takin the air from the cooler H to which the a1r is led from the cylinder corresponding in the'pump of the stage of compression just before the high pressure cylinder. When the valve F is closed the pump will work with a small loss and give full output. When the valve F is opened, the high pressure cylinder will be subjected to a loss equal to the volume of the container D and the output of the pump thereby will be reduced to anextent corresponding to the combined loss.

As mentioned the main pump 0 and the starting air pump 9 of the Diesel motor are according to the invention connected through a special tube 70 leading from the starting air container 6 to the suction tube of the high pressure cylinder of the main air pump 9. Where the tube is is connected with the suction tube it is provided with a valve designated L in Figs. 1 and 2.

During the normal working of the Diesel motor the valve F is open so that the high pressure cylinder of the main air pump 0 gives the starting air necessary for the run ning of the motor and under a pressure of about 60 atmospheres. If it is desired to increase this quantity of air the valve F is closed so that the container D is cut oil 2). The valve L of the tube 70, Fig. 1, is opened and the air flows r'rom the starting air vessel i to the main air pump 0. If now the starting air pump 9 is started the air pump a will, when the proportions of volume are suitably adjusted, give a quantity of air corresponding to the sum of the air quantities pumped into the low pressure cylinders of the pumps 0 and g, the whole quantity of air becoming compressed to the required pressure of 60 atmospheres and the air will be forced at this pressure into the air bottle e of the motor. From the air bottle the air may be partly led as mentioned. through the tube f to the cylinder of the engine, and partly led oii through a special communicating tube p through which it is distributed to other Diesel motors as blowing fuel injection air,in case of the air pumps of these :notors being out of order.

Having now particularly described and ascertained the nature of my said invention and in what manner the same is to be performed, I declare that what I claim is 1. In a Diesel engine, the combination, with the engine cylinders, of a main air pump; a starting pump; an air reservoir in communication with the starting pump to store air compressed by that pump; a pipe connection leading from said reservoir to the starting valves ofthe engine cylinders; and a separate pipe connection leading from the reservoir to the main air pump to augment the output of the latter.

2. In a Diesel engine, the combination, with the engine cylinders, of a main air pump; a starting pump; an air reservoir in communication with the starting pump to store air compressed by that pump; a pipe connection leading from said reservoir to the starting valves of the engine cylinders; a separate pipe connection leading from the reservoir to the high pressure cylinder of the main air pump and provided with a controlling valve; and an adjusting device associated with the highpressure cylinder of the main air pump, whereby the output of said main air pump may be increased from a quantity equal to that drawn in by its low pressure cylinder to a quantity equal to the first-named quantity combined with the quantity drawn in by the starting pump.

In testimony whereof I aflix my signature.

HANS HENRIK BLACHE. 

